JOINT  REPORT 


COMPREHENSIVE  SYSTEM  OF 
PASSENGER  SUBWAYS 

FOR  THE 

CITY  OF  CHICAGO 

BY  THE 

HARBOR  AND  SUBWAY  COMMISSION 

AND 

SUB-COMMITTEE  OF  THE  COUNCIL 
COMMITTEE  ON  LOCAL  TRANSPORTATION 

SEPTEMBER  10,  1912 


1.  General  Outlines 

2.  The  Financial  Plan 

3.  Engineering  Features 

4.  Routes  Recommended 


BARNARD  & MILLER  PRINT  CHICAGO 


Chicago,  September  10,  1912. 


r|3P 

A X ■ 6 V T-  t>Vj  > 


To  the  Honorable, 

The  Committee  on  Local  Transportation, 

City  Council,  Chicago. 

Gentlemen  : 

The  undersigned,  members  of  the  Harbor  and  Subway  Com- 
mission, in  conjunction  with  the  undersigned  members  of  a 
sub-committee  of  your  honorable  body,  beg  leave  to  submit,  in 
accordance  with  instructions  contained  in  a council  order, 
dated  July  15,  1912,  tentative  routes  for  a comprehensive 
system  of  municipal  passenger  subways  in  the  City  of 
Chicago. 

On  February  19,  1912,  under  specific  instructions  from  your 
honorable  body,  with  the  Mayor’s  approval,  this  Commission 
submitted  tentative  routes  for  an  independent  system  of  mu- 
nicipal subways  extending  to  the  city  limits  on  three  sides. 

Since  the  date  of  the  last  mentioned  report,  it  having  be- 
come apparent  that  any  system  of  passenger  subways  for 
Chicago,  to  be  successfully  built  and  maintained,  should  be 
so  designed  and  executed  as  to  cover  the  whole  transporta- 
tion field  within  the  city  limits,  your  honorable  body  has  re- 
quested from  this  Commission  more  comprehensive  plans  for 
municipal  subways  which  will  be  entirely  independent  of,  and 
supplementary  to,  all  existing  means  of  transportation.  On 
July  15,  1912,  the  City  Council  unanimously  concurred  in 
your  Committee’s  recommendation  that,  “The  Chicago  Har- 
bor and  Subway  Commission  be  instructed  to  present  to  this 
Committee  a comprehensive  scheme  of  subways  which  shall 
extend  into  the  outlying  districts,  and  which  shall  be  designed 
to  remedy  the  existing  traction  evils  of  the  City  of  Chicago.” 

Pursuant  to  these  instructions,  and  after  frequent  consul- 
tations between  this  Commission  and  your  sub-committee, 
we  herewith  make  specific  recommendations  on  the  selection 
of  routes  for  a comprehensive  municipal  subway  system,  as 
being,  in  our  judgment,  the  most  practical  and  efficient  means 
of  bringing  Chicago’s  transportation  facilities  up  to  a stand- 
ard imperatively  demanded  by  the  city’s  growth. 

PRESENT  AND  FUTURE  NEEDS. 

In  laying  out  a comprehensive  plan  of  rapid  transit  sub- 
ways in  Chicago,  it  must  be  borne  in  mind  that  traffic  demands 
are  constantly  increasing  with  the  growth  of  population.  The 
average  number  of  rides  per  capita,  on  local  transportation 
lines,  increases  with  the  growth  of  every  city.  Within  ten 


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years  the  average  number  of  rides  per  capita  in  Chicago  has 
increased  from  200  to  300,  without  counting  suburban  traffic 
on  steam  or  electric  roads.  Assuming  that  population  will 
increase  in  Chicago,  in  the  same  ratio  as  in  the  past,  it  is 
obvious  that  a comprehensive  system  of  municipal  subways 
is  needed  to  care  for  entirely  new  traffic,  besides  relieving 
present  congestion. 

Your  sub-committee,  in  company  with  a member  of  the 
Harbor  and  Subway  Commission,  visited  New  York,  Phila- 
delphia and  Boston  several  weeks  ago,  and  made  personal 
inspection  of  the  more  recent  developments  in  municipal 
transportation  in  those  cities.  In  New  York,  particularly,  the 
actual  operation  of  modern  passenger  subways  was  observed 
hy  your  sub-committee,  and  the  modern  system  of  financing 
and  conducting  those  great  utilities  investigated. 

It  may  be  briefly  stated  that,  in  its  financial  aspects,  the 
scheme  of  a comprehensive  municipal  subway  system  for 
Chicago  has  been  worked  out  on  the  proved  theory,  based 
on  New  York’s  experience,  that  the  capital  cost  of  construct- 
ing Chicago’s  municipal  subways  can  be  provided  for  in  full 
out  of  future  earnings,  and  that  no  part  of  such  capital  cost 
need  form  an  additional  ultimate  charge  upon  Chicago’s  tax- 
payers. 

The  subway  routes  herewith  submitted  are  on  a basis  of 
absolute  municipal  ownership  and  control,  for  all  time,  of  the 
leading  arteries  of  transportation  within  the  city  limits.  They 
are  laid  out  to  provide  real  rapid  transit  on  trunk  lines,  with 
such  through  route  connections  and  outlying  extensions  as 
will  weld  the  three  divisions  of  Chicago  into  a compact  whole. 
These  initial  subways  are  designed  to  permit  of  practically 
unlimited  future  expansion. 

BASIS  OF  SUBWAY  ROUTING. 

The  initial  subway  routes,  as  herewith  recommended  by 
the  Harbor  and  Subway  Commission,  in  conjunction  with 
your  sub-committee,  have  been  laid  out  on  the  theory  that 
many  feeders  and  extensions,  to  be  built  under  the  same  lim- 
itations of  municipal  ownership  and  control,  will  become  nec- 
essary in  the  not  distant  future.  The  initial  routes  are  on 
the  trunk  line  principle,  and  are  intended  to  not  only  relieve 
immediate  traffic  congestion  but  to  furnish  subway  arteries 
with  capacity  for  handling  the  traffic  from  such  feeders  as 
the  city  may  provide  in  future  as  an  integral  part  of  the 
municipal  subway  system. 

The  routes  herewith  recommended  for  the  construction  of 
the  first  passenger  subways  in  Chicago  have  been  laid  out  as 


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offering  the  simplest  and  most  direct  method  of  furnishing 
adequate  transportation  facilities  on  the  lines  of  established 
travel — that  is,  they  are  laid  out  to  be  built  on  thoroughfares 
that  are  natural  arteries  of  communication  between  thick 
groups  of  population.  This,  in  the  first  place,  insures  the 
relief  of  traffic  congestion.  It  also  shortens  the  period  in 
which  the  profits  from  subway  operation  will  be  required  to 
pay  the  capital  cost.  Finally,  it  will  accelerate  the  growth 
and  business  prosperity  of  those  sections  of  the  city  now 
suffering  from  poor  transportation  facilities. 

Your  sub-committee,  in  making  recent  investigations  as 
to  present  and  planned  subway  operations  in  the  City  of  New 
York,  was  supplied  with  facts  and  figures  showing  the  marked 
beneficial  effect  of  such  subway  operations  upon  real  estate 
values  and  upon  commercial  interests  generally.  Applying 
the  same  principle  to  Chicago,  it  has  been  this  Commission’s 
policy,  in  co-operation  with  your  sub-committee,  to  map  out 
a system  of  rapid  transit  subways  that  will  provide  a basis 
for  future  city  expansion,  and  for  the  growth  and  added  pros- 
perity of  the  city  at  large.  This  is  particularly  true  as  to 
outlying  sections  where  the  need  of  adequate  rapid  transit 
has  seriously  retarded  commercial  and  residential  growth. 

During  the  discussions  over  the  location  of  subway  routes, 
it  was  early  apparent  that  the  limitations  of  initial  subway 
construction  were  self-evident — that  is,  that  the  clamor  of 
particular  residence  or  business  sections  for  subway  routes 
could  not  be  allowed  to  influence  the  judgment  of  this  Com- 
mission, nor  of  your  sub-committee,  as  to  the  first  necessity 
of  locating  subways  where  they  will  accommodate  the  great- 
est number  of  daily  patrons,  and  where  their  construction  will 
obviously  tend  toward  a greater  inter-communication  between 
the  three  natural  divisions  of  the  City  of  Chicago. 

‘‘ONE  CITY— ONE  FARE.” 

In  Chicago,  as  in  New  York,  it  will  doubtless  be  found  pos- 
sible to  build  a comprehensive  passenger  subway  system,  and 
make  future  additions  thereto  as  traffic  warrants,  on  the  “one 
city  one  fare”  principle — that  is,  it  will  be  the  aim  from  the 
start,  to  adopt  the  principle  of  universal  carriage  or  transfer, 
to  or  from  anywhere  within  the  city  limits,  in  a continuous 
ride,  for  a single  five  cent  fare.  All  the  new  subway  con- 
tracts in  New  York  are  based  on  a universal  five  cent  fare, 
and  all  the  financial  problems  of  construction,  maintenance, 
operation,  amortization  of  capital  debt,  and  division  of  sur- 
plus profits,  are  worked  out  on  a five  cent  fare  basis. 


4 


Applying  the  same  “one  city  one  fare”  principle  to  Chi- 
cago, it  is  evident  that  a single  five  cent  fare,  with  transfer 
privileges  to  or  from  connecting  lines,  will  be  the  speediest 
method  of  wiping  out  the  artificial  barriers  between  the  three 
geographical  divisions  of  Chicago,  and  making  the  city  a 
compact  whole  by  the  interlacing  of  transportation  lines  on 
the  principle  of  rapid  transit  through  routes  with  local  feed- 
ers. It  is  self-evident  that  such  local  feeders  can  be  provided 
by  the  municipality,  if  necessary,  as  well  as  trunk  line  con- 
struction. 

SERVICE  THE  MAIN  ISSUE. 

This  Commission  and  your  sub-committee  have,  moreover, 
endeavored  as  far  as  possible  to  avoid  the  theory,  so  uni- 
versal in  laying  out  privately  owned  transportation  lines,  that 
Chicago’s  new  rapid  transit  subways  should  be  built  only 
where  they  will  yield  an  immediate  profit  from  operation. 
While  the  possibility  of  profitable  operation  has  had  due 
weight  in  each  case,  we  have  sought  to  serve  the  best  inter- 
ests of  all  the  people  of  Chicago  by  mapping  out  a subway 
system  that  will  penetrate  to  all  sections  of  the  city  at  the 
same  time,  and  will  in  this  way  tend  toward  the  symmetrical 
building  up  of  all  sections  that  will  thus  obtain  the  benefits 
of  genuine  rapid  transit.  We  have  acted  on  the  well-estab- 
lished principle,  whenever  better  transportation  becomes  a 
municipal  undertaking,  that  it  is  the  province  of  transporta- 
tion improvements  to  equalize  the  prosperity  of  localities,  in 
so  far  as  a comprehensive  planning  of  subway  routes  can  do. 
It  is  obvious  that  a municipally-owned  subway  system  can 
afford  to  support,  for  a time,  the  less  profitable  extensions 
out  of  the  surplus  earnings  of  those  routes  that  extend 
through  richer  and  more  populous  territory. 

We  wish  further  to  call  your  honorable  body’s  attention 
to  the  avoidance  of  construction  complications  in  the  subway 
routes  herewith  outlined.  It  has  been  taken  for  granted  that 
what  Chicago  needs,  at.  this  stage,  is  the  simplest,  as  well  as 
the  best  plan  of  construction  that  will  obviate  expensive  and 
impracticable  “double-decking”  or  switches  and  turnouts. 
The  construction  plans  are  so  designed  that  the  least  expen- 
sive methods  of  operation  may  be  at  the  same  time  the  most 
effective  method  of  furnishing  rapid  transit.  It  will  be  pos- 
sible, in  the  system  herewith  outlined,  to  keep  subway  operat- 
ing expenses  at  a minimum  while  maintaining  the  highest 
possible  degree  of  efficiency  and  safety  in  the  operation  of 
subway  trains. 


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THE  FINANCIAL  PLAN. 

It  is  not  within  the  Harbor  and  Snbway  Commission’s  prov- 
ince to  make  recommendations  as  to  the  financing  of  these 
initial  municipal  subways,  but  there  are  obvious  points  that, 
as  engineers,  with  the  concurrence  of  the  sub-committee,  it 
becomes  our  duty  to  make  clear  to  your  honorable  body,  and 
to  the  City  Council.  For  instance : 

It  is  possible  to  give  the  largest  physical  subway  capacity, 
at  the  cheapest  cost,  by  a policy  of  construction  on  an  inde- 
pendent basis,  and  there  is  the  additional  advantage  of  abso- 
lute municipal  control,  from  the  outset,  not  only  during  the 
construction  period  but  during  the  period  of  operation  and 
management  by  whatever  agency  the  city  may  elect  to  des- 
ignate. 

In  the  alternative  plans  that  have  been  suggested  for  financ- 
ing Chicago’s  municipal  subways,  the  principle  of  retiring 
capital  indebtedness  by  the  sinking  fund  method  is  so  obvious 
in  either  case  that  it  becomes  merely  a question  whether  the 
issuance  of  bonds,  to  defray  the  cost  of  subways,  shall  be 
done’ by  the  municipality  direct  or  by  private  construction 
agencies  that  shall  enter  into  a contract  with  the  municipality 
that  will  give  the  latter  the  privilege  of  “recapture”  and  ab- 
solute municipal  ownership  in  the  end. 

DIRECT  BONDING  BY  CITY. 

As  to  the  suggested  method  of  building  Chicago’s  municipal 
subways  out  of  the  proceeds  of  legalized  Mueller  certificates, 
in  an  opinion  dated  July  11,  1910,  by  the  Corporation  Counsel 
to  the  City  Council,  the  former  states : 

“The  city  has  the  power  to  issue  bonds  for  the  con- 
struction and  equipment  of  subways,  provided  that  said 
bonds  are  a lien  upon  sncli  property  and  income  only, 
and  are  not  included  in  the  bonded  debt  of  the  city. 

“The  city  has  the  right  exclusively  to  pledge  and  pay 
the  traction  fund  as  interest  upon  such  bond  issue  and  to 
use  any  portion  of  such  fund  for  the  purpose  of  funding 
such  bonds. 

‘ ‘ The  city  has  the  right  further  to  use  any  net  revenue 
received,  either  from  the  operation  or  the  leasing  of 
such  subways  when  constructed,  for  the  purpose  of  re- 
tiring such  bonds.” 

ENLISTMENT  OF  PRIVATE  CAPITAL. 

The  alternative  method  of  successfully  financing  the  con- 
struction of  Chicago’s  municipal  subways  will  be  found  by 


6 


drawing  up  plans  and  specifications  for  a definite  group  of 
initial  subways,  and  inviting  competitive  bids  from  private 
capital  for  the  construction  of  such  subways,  under  such 
limitations  as  will  not  only  insure  absolute  municipal  owner- 
ship of  the  properties,  but  will  give  absolute  municipal  con- 
trol during  the  period  of  construction  and  operation  pending 
the  final  extinction  of  the  capital  debt. 

The  Harbor  and  Subway  Commission,  in  conjunction  with 
your  sub-committee,  has  further  taken  for  granted  that  such 
competitive  bids  are  only  possible  after  the  laying  out  of 
definite  routes  for  initial  subways,  and  the  drawing  up  of 
plans  and  specifications  based  on  such  selection  of  routes. 

ALTERNATIVE  BIDS  DESIRABLE. 

Thus  it  is  apparent  that  when  these  initial  routes  have  been 
approved  by  your  honorable  body,  and  ratified  by  the  City 
Council,  this  Commission  will  be  in  a position  to  proceed  with 
plans  and  specifications  for  alternative  bids,  if  the  latter 
course  is  deemed  advisable,  as  follows : 

1.  Bids  for  the  construction  of  a comprehensive  sy=stem 
of  independant  municipal  subways,  or  any  part  there- 
of, as  specified  by  tbe  City  Council. 

2.  Bids  for  the  construction  of  such  municipal  subways 
and  the  operation  of  such  municipal  subways  as  rap- 
idly as  they  are  made  available  for  operation. 

3.  Bids  for  the  operation  of  such  municipal  subways 
when  other  construction  agencies  have  made  them 
available  for  operation. 

In  our  judgment,  the  separation  of  contract  bids,  when 
plans  and  specifications  for  Chicago’s  municipal  subways  are 
complete,  into  (1)  Construction,  (2)  Construction,  mainte- 
nance and  operation,  (3)  Maintenance  and  operation,  has  the 
advantage  of  permitting  closer  municipal  control  and  supervi- 
sion over  every  detail  in  the  proposed  contracts.  It  permits 
specially  expert  construction  agencies,  or  specially  expert 
operating  agencies,  to  make  separate  bids.  It  also  enables  the 
realization  of  a practically  immediate  start  in  subway  con- 
struction, leaving  the  question  of  maintenance  and  operation 
of  the  subways,  when  built,  to  separate  methods  of  adjudica- 
tion by  the  City  Council,  with  referendum  approval  by  the 
citizens  of  Chicago. 

SINKING  FUND  NECESSARY. 

In  general  terms,  it  may  be  set  down  as  a fixed  principle, 
based  on  New  York’s  experience,  that  the  financing  of  an 
independent  system  of  municipal  subways  should  only  be 


7 


undertaken  on  suck  terms  as  will  automatically  wipe  out  tlie 
capital  cost  of  suck  subways,  in  a given  term  of  years,  on  a 
sinking  fund  basis,  and  will  make  certain  that  at  tke  end  of 
suck  term  of  years  tke  entire  subway  plants  shall  become 
tke  property  of  tke  people  of  Chicago  free  of  all  debt. 

Reliable  actuarial  authorities  agree  that  a sinking  fund, 
regularly  compounded,  will  retire  any  bonded  indebtedness 
in  full  after  the  lapse  of  as  many  years  as  are  considered  a 
prudent  “spread”  of  the  liability.  It  is  thus  apparent  that 
any  financial  contract  that  may  be  entered  into  for  tke  con- 
struction of  Chicago’s  municipal  subways  has  only  to  carry 
tke  provision  for  a sinking  fund,  to  be  paid  out  of  gross  re- 
ceipts, to  insure  tke  amortization  of  tke  capital  debt  of  tke 
properties  within  a limited  term  of  years.  It  is  further  ap- 
parent that  at  least  a portion  of  the  cost  of  Chicago’s  mu- 
nicipal subways  should  be  borne  by  the  future  generation  of 
Chicagoans  that  will  reap  the  benefits  of  the  present  day 
construction. 

It  is  immaterial,  in  a financial  sense,  whether  the  gradual 
amortization  of  bonded  indebtedness  on  Chicago’s  municipal 
subways  shall  extend  beyond  the  life  of  a subway  franchise, 
or  even  beyond  the  life  of  a company  that  may  be  chartered 
to  either  build  or  operate  subways.  The  terms  of  any  con- 
tracts that  may  be  entered  into  between  the  City  of  Chicago 
and  subway  construction  agencies  need  not  provide  that  at 
the  expiration  of  such  contract  the  whole  capital  debt  on  the 
properties  must  be  discharged.  It  is  sufficient  that  the  lien 
on  the  properties  shall  be  constantly  reduced  until  finally 
extinguished,  on  a sinking  fund  basis,  independently  of  all 
questions  of  ownership  or  control  of  the  properties. 

POOLING  PROFITS'  TO  REDUCE  DEBT. 

If  a contract  is  entered  into  between  the  City  of  Chicago 
and  an  operating  company,  it  is  our  unanimous  judgment 
that  there  should  be  no  division  of  surplus  profits  from  sub- 
way operation,  after  necessary  fixed  charges  have  been  pro- 
vided for,  until  regular  payments  into  a sinking  fund  have 
also  been  provided  for.  The  working  out  of  this  sinking  fund 
lien  on  gross  receipts,  should  be  absolute  and  cumulative, 
the  same  as  other  fixed  charges,  so  that  in  the  event  of  a 
period  of  deficiency  in  operating  any  part  or  all  of  Chicago’s 
municipal  subway  system  the  future  surplus  profits,  when 
the  lines  are  profitable,  shall  be  required  to  bear  their  pro- 
portion of  outlay  in  making  up  these  prior  deficiencies. 

The  precedents  for  working  out  a financial  plan,  in  thus 
providing  means  for  building  Chicago’s  municipal  subways, 


8 


are  amply  outlined  in  the  contracts  referred  to  above  as  hav- 
ing- been  executed  between  the  municipality  of  New  York  and 
subway  construction  agencies,  with  the  approval  of  the  Public 
Service  Commission  and  of  the  courts. 

NEW  YORK’S  FINANCIAL  METHOD. 

In  general  terms,  it  has  been  found  possible  for  the  mu- 
nicipality of  New  York  to  enter  into  contracts  for  the  ex- 
pansion of  its  present  passenger  subway  system,  the  esti- 
mated cost  of  which  will  exceed  $250,000,000,  by  furnishing 
about  one-half  the  construction  capital  on  municipal  credit, 
the  companies  furnishing  the  remaining  one-half.  These  con- 
tracts further  provide  that  the  City  will  assume  absolute  con- 
trol of  the  new  subways  now  to  be  built,  and  of  all  future 
extensions ; reserving  the  right  also,  after  a period  of  ten 
years,  to  “recapture”  any  or  all  of  these  new  subway  lines 
‘ ‘ for  combination  in  an  independently  operated  or  municipally 
operated  system,  whenever  the  taking  of  either  course  may 
seem  wise.” 


BETTER  TERMS  POSSIBLE  HERE. 

It  is  our  belief  that  while  these  New  York  contracts  furnish, 
in  the  main,  a safe  guide  in  drawing  up  contracts  for  the  con- 
struction and  operation  of  Chicago’s  municipal  subways,  it  is 
more  than  probable  that  even  better  terms  may  he  obtained 
by  this  municipality  through  the  system  of  competitive  bids 
already  outlined. 

The  new  contracts  entered  into  by  the  City  of  New  York 
with  two  private  corporations,  for  subway  extensions,  include 
the  maintenance,  equipment  and  operation  of  these  new  sub- 
ways, as  well  as  their  construction.  The  title  to  all  new  sub- 
ways, covered  by  the  contracts,  is  vested  in  the  municipality, 
whether  said  lines  are  constructed  by  the  City  or  by  the  oper- 
ating company,  or  by  division  of  cost  between  the  two.  In 
general,  the  term  of  the  leases  is  fixed  at  forty-nine  years 
from  the  beginning  of  operation,  but  the  City  retains  the  right 
to  take  over  any  or  all  of  the  new  subways  after  ten  years  of 
operation  by  making  specific  payments  to  reimburse  the  oper- 
ating company  for  its  share  of  the  investment.  It  is  proposed 
to  pool  all  subway  earnings,  while  the  operating  leases  are  in 
force,  and  to  make  equitable  division  thereof  between  the  City 
and  operating  company,  after  full  provision  for  operating  ex- 
penses, interest,  sinking  fund  and  other  fixed  charges,  is  made. 


9 


ENGINEERING  FEATURES. 

General  Construction . 

A high  level  subway,  located  as  close  as  possible  to  the 
surface  of  the  streets,  has  been  aimed  at  throughout.  Grade 
crossings  will  be  entirely  avoided.  The  only  deviation  from 
the  high  level  principle  wdll  be  where  subways  intersect,  and 
at  river  crossings. 

This  system  will  decrease  the  cost  and  increase  the  efficiency 
of  subways  and  approaches  nearer  to  the  ideal  of  subway 
transportation  than  would  low  level  construction. 

Ventilation. 

To  effect  proper  ventilation,  it  is  proposed  to  take  advan- 
tage of  the  piston  action  of  the  trains,  each  track  being  en- 
closed except  at  stations.  A sufficient  number  of  openings 
through  the  roofs  and  sides  of  the  subway  will  be  provided, 
so  that  the  circulation  of  the  air  produced  by  the  moving 
trains  will  satisfactorily  expel  the  vitiated  air  from  the  sub- 
way and  stations. 

This  method  will  be  supplemented  by  the  action  of  cen- 
trifugal fans  placed  in  chambers  midway  between  stations  so 
that  in  case  of  excessive  heat  or  other  abnormal  conditions 
the  fans  can  be  thrown  into  operation. 

The  location  of  fans  is  such  that  fresh  air  will  be  drawn 
into  the  subway  through  the  roof,  side  openings  and  portals, 
and  through  the  passage  ways  at  stations  and  finally  ex- 
hausted into  the  outer  air  at  the  fan  chambers. 

The  fans  will  have  capacity  sufficient  to  provide  positive 
and  rapid  ventilation  in  case  a train  should  become  stalled, 
or,  in  the  event  of  fire,  to  force  the  quick  removal  of  smoke. 

Utilities. 

The  permanent  provision  for  municipally  owned  utilities  is 
under  joint  consideration  with  the  heads  of  City  departments 
affected,  but  no  definite  plans  can  be  prepared  until  subway 
routes  are  determined. 

In  some  cases.it  may  be  advisable  to  construct  a compart- 
ment for  this  service,  but  generally  the  utilities  may  be  di- 
verted or  placed  in  sub-surface  space  not  required  for  subway 
use. 

Conferences  with  public  service  corporations  indicate  a 
preference  upon  their  part  to  move  to  other  territory  and  to 


10 


build  and  maintain  their  own  conduits,  rather  than  to  pay 
their  proportion  of  the  cost  of  a compartment  in  the  subway. 

In  Boston  and  New  York  no  provision  has  been  made  in 
their  subways  for  either  municipal  or  private  utilities. 

The  utilities  were  either  put  in  the  sides  of  the  streets,  or 
under  the  surface  of  the  streets  over  the  subways  or  else,  as 
was  done  in  many  cases,  were  diverted  to  the  adjoining 
streets. 


ESTIMATED  COST  OF  SUBWAYS. 


North  Side  to  Lawrence  Avenue $20,123,000 

South  Side  to  79th  Street 25,778,000 

West  Side  to  40th  Avenue 31,049,000 

Halsted  Street  19,307,000 


$96,257,000 

Estimated  cost  of  equipment 34,844,000 


The  equipment  will  be  furnished  by  the  Operating  Com- 
pany. 

The  estimates  of  cost  of  construction  submitted  in  this  re- 
port cover  all  necessary  excavation,  and  concrete,  brick  and 
steel  construction,  the  bracing  of  excavations,  maintenance  of 
limited  or  controlled  traffic  in  one-half  the  width  of  the  streets 
within  a distance  of  three  miles  from  the  intersection  of  State 
and  Madison  streets,  the  shoreing  and  bracing  necessary  to 
maintain  the  level  of  buildings  and  the  restoration  of  street 
paving  and  surface  track  construction,  also  temporary  con- 
struction to  maintain  sewer  and  water  service  and  fire  protec- 
tion during  the  time  of  partial  obstruction  of  the  street. 

In  the  territory  over  three  miles  from  the  intersection  of 
State  and  Madison  streets  it  is  expected  that  traffic  may  be 
diverted  to  other  streets  and  alleys  during  the  period  of  sub- 
way construction. 


POWER  SYSTEM. 

The  power  system,  contemplated  for  subways,  comprises 
alternating  current  generation  and  distribution,  and  direct 
current  operation  of  car  motors.  In  other  words,  power  will 
be  distributed  from  the  central  station  at  high  potential  to 
sub-stations,  located  as  near  as  possible  to  center  of  demand, 
where  this  power  will  be  transformed  and  converted  into  di- 
rect current  at  potential  of  625  volts.  Estimates  were  based 
on  third  rail  direct  current  system  of  conductors. 


11 


The  generator  plant,  as  well  as  the  electrical  distribution 
system,  which  consists  of  all  cables  between  the  central  power 
station  and  sub-stations,  was  estimated  of  sufficient  size  and 
capacity  to  take  care  of  all  probable  initial  traffic  demands. 
Provisions  were  also  made  for  ample  future  extension  in  all 
departments.  All  cables  between  the  central  power  house  and 
sub-stations  to  be  placed  in  underground  conduits  and,  when 
such  cables  parallel  the  subway  structure,  such  conduits  to  be 
built  in  as  a part  of  the  tunnel  walls. 


ROLLING  STOCK. 

The  type  of  car  contemplated  for  use  to  be  of  steel  con- 
struction with  enclosed  vestibules  and  sliding  doors,  with  an 
approximate  seating  capacity  of  60  passengers.  The  windows 
to  be  so  arranged  that  air  circulation  will  be  obtained  without 
drafts  on  passengers. 

High  power  motors  to  be  used  on  cars  to  obtain  high  sched- 
ule speed  with  frequent  stops,  thus  permitting  maximum  car- 
rying capacity  of  the  subway,  as  well  as  obtaining  maximum 
strength  with  the  smallest  permissible  weight.  The  multiple 
unit  system  of  electrical  control  to  be  used  on  all  trains.  All 
cars  to  be  heated  and  lighted  by  electricity,  the  wiring  for 
heaters  and  lights  to  be  so  safe-guarded  as  to  avoid  all  risks 
of  short  circuit  or  fire. 


SIGNAL  SYSTEM. 

A complete  system  of  automatic  block  signaling  and  inter- 
locking adapted  for  efficient  spacing  and  directing  of  trains 
is  contemplated.  The  efficiency  of  operation  of  the  road,  with 
such  heavy  traffic  as  contemplated,  depends  largely  upon  the 
signaling  and  interlocking  system  installed.  The  prime  con- 
siderations given  were  safety,  reliability  and  maximum  ca- 
pacity of  the  line. 

TRAFFIC. 

With  the  type  of  equipment  and  the  schedule  speed  contem- 
plated, the  following  tabulation  indicates  the  time  that  will  be 
required  for  a given  subway  train  to  traverse  the  distance 
between  its  outer  terminal  and  a point  in  the  center  of  the 
city,  approximately  State  and  Madison  streets. 


12 


Terminal. 

Route. 

No.  of 
Station 
Stops. 

Length  Number  Time  for  Time  for 
of  of  Express  Local 

Subway.  Tracks.  Trains.  Trains. 

Miles. 

Evanston 

1 

Lawrence  Ave. 

Halsted 

13 

3.1 

2 

18.7  min. 

21.8  min. 

Clark 

■ 

3.42 

4 

Lawrence  Ave. 

Lincoln 

• \ 

3.6 

2 

20.4  min. 

23.5  min. 

Clark 

/ 14 

Kedzie  Ave. 
40th  Ave. 
40th  Ave. 

40th  Ave. 

Western  Ave. 
79th  St. 


From  Fullerton 
Ave.  to  79th  St. 


Elston  Ave. 
California  Ave. 
Milwaukee  Ave. 

Armitage  Ave. 
Milwaukee  Ave. 

Madison  St. 

26th  St. 

22nd  St. 

Blue  Island  Ave. 
Harrison  St. 

55th  St. 

So.  State  St. 

Cottage  Grove 
55th  St. 

So.  State  St. 


Halsted  St. 
Total 


16 

15 

10 

14 

20 

22 


2.5 

5.25 

1.8 


4.8 

6.8 

3.0 

6.0 
4.15 


24  12.0 

56.42 


26.3  min. 

24.0  min. 

16.3  min. 

23.0  min. 

25.7  min.  31.4  min. 
1 29.3  min.  34.9  min. 

40.2  min. 


Estimated  Capacity. 

The  capacity  of  the  subway  system  outlined  in  this  report 
is  estimated  to  he  180,000  seats  per  hour. 


ROUTES  AS  RECOMMENDED. 

North  Side  to  South  Side. 

Beginning  at  Lawrence  and  Evanston  avenues  a two  track 
subway  in  Evanston  avenue  to  Irving  Park  boulevard  and 
Halsted  street  ; south  in  Halsted  street  to  Fullerton  avenue. 

Beginning  at  Lawrence  and  Lincoln  avenues  a two  track 
subway  in  Lincoln  avenue  to  Halsted  street  and  Fullerton 
avenue. 

The  two  subways  from  the  north  joining  at  Halsted  street 
and  Fullerton  avenue  are  continued  as  a four  track  subway 


13 


southeast  in  Lincoln  avenue  to  Clark  street;  south  in  Clark 
street  to  some  point  just  north  of  the  river,  (subject  to  further 
engineering  investigation).  Thence  a two  track  subway  for 
express  trains  south  in  Clark  street  to  Polk  street  or  some 
street  further  south;  east  in  Polk  street  or  some  other  street 
to  State  street;  south  in  State  street  in  a four  track  subway 
to  55th  street.  A two  track  subway  east  in  55th  street  to 
Cottage  Grove  avenue;  south  in  Cottage  Grove  avenue  to  79th 
street.  Transfers  can  be  made  from  this  subway  at  Fuller- 
ton avenue  to  the  Halsted  street  subway;  at  Clark  and  Madi- 
son streets  to  the  Madison  street  subway;  at  Harrison  and 
Clark  streets  to  the  southwest  subway. 

North  Side  to  Southwest  Side. 

Two  of  the  four  tracks  from  the  North  Clark  street  subway 
continue  in  a two  track  subway  east  from  Clark  street  to 
State  street;  thence  south  in  State  street  to  Harrison  street; 
west  in  a two  track  subway  in  Harrison  street  to  Halsted 
street  and  Blue  Island  avenue ; thence  continuing  southwest 
in  Blue  Island  avenue  to  22nd  street  and  Ashland  avenue; 
west  in  22nd  street  to  Marshall  boulevard ; south  in  Marshall 
boulevard  to  26th  street;  west  in  26th  street  to  South  40th 
avenue.  Transfers  can  be  made  from  the  subway  at  Fullerton 
avenue  to  the  Halsted  street  subway,  at  State  street  to  the 
“Northwest  Side  to  South  Side”  subways.  At  Halsted  and 
Harrison  streets  to  Halsted  street  subway. 

Northwest  Side  to  South  Side. 

Beginning  at  Elston  and  Kedzie  avenues,  a two  track  sub- 
way in  Elston  avenue  southeast  to  Belmont  and  California 
avenues;  south  in  California  avenue  to  Milwaukee  avenue; 
southeast  in  Milwaukee  avenue  to  Desplaines  or  Canal  street. 

Continuing  south  in  Desplaines  or  Canal  street  to  Randolph 
street ; east  in  Randolph  street  to  State  street ; south  in  State 
street  in  the  four  track  subway  to  55th  street  and  State 
street;  thence  west  in  55th  street  in  a two  track  subway  to 
Western  avenue.  Transfers  can  be  made  from  the  subway 
at  Milwaukee  avenue  and  Halsted  street  to  the  Halsted  street 
subway;  at  State  street  to  the  “North  Side  to  Southwest 
Side”  subway;  at  55th  street  and  Halsted  street  to  Halsted 
street  subway. 

A two  track  subway  in  Armitage  avenue  from  North  40th 
avenue  to  Milwaukee  avenue,  connecting  with  the  Elston-Mil- 
waukee  avenue  line. 


14 


Halsted  Street. 

Beginning  at  the  junction  of  the  Lincoln  and  Evanston 
avenue  lines  at  Fullerton  avenue  a two  track  subway  in  Hal- 
sted street  to  79th  street.  Transfers  can  be  made  from  this 
subway  at  Fullerton  avenue  to  the  “North  Side  to  South 
Side”  and  the  “North  Side  to  Southwest  Side”  subways;  at 
Milwaukee  avenue  to  the  “Northwest  Side  to  South  Side” 
subway;  at  Harrison  street  to  the  “North  Side  to  Southwest 
Side”  subway;  at  55th  street  to  the  “Northwest  Side  to  South 
Side”  subway. 

Madison  Street. 

Beginning  at  South  Clark  street,  a two  track  subway  in 
Madison  street  to  40th  avenue.  Transfers  can  be  made  from 
the  subway  at  Halsted  street  to  the  Halsted  street  subway ; at 
Madison  and  Clark  streets  to  the  “North  Side  to  South  Side” 
subway.  This  subway  may  eventually  be  extended  south  in 
Clark  street  and  other  streets  to  serve  the  southwestern  part 
of  the  city. 


Respectfully  submitted, 


(Signed)  John  Ericson, 
(Signed)  James  J.  Reynolds, 
(Signed)  E.  C.  Shankland, 


(Signed)  William  J.  Shanks, 


Commissioners. 


Secretary. 


(Signed)  Eugene  Block, 

Chairman, 

(Signed)  John  A.  Richert, 
(Signed)  Patrick  J.  Carr, 

(Signed)  William  P.  Schultz, 
(Signed)  William  J.  Healy, 
(Signed)  Henry  D.  Capitain, 
(Signed)  Chas.  Twigg, 

Sub-Committee  of  Committee 
on  Local  Transportation. 

(Signed)  H.  H.  Evans, 

Secretary  to  Sub-Committee. 


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